Improvement in windlasses and capstans



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D; N. B. COFF|N,1r. Windlasses and Capstans.

NO. 139,872 m Patentedlunel?,873.`

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DAVID N. BfOOFFIN, JR., OF BOSTON, MASSACHUSETTS.

IMPROVEMENT IN WINDLASSES AND CAPSTANS.

`Specification forming part of Letters Patent No. 139,872, dated J une17, 1873; application iled December 8, 1871.

To all whom it may concern:

Be it known that I, DAVID N. B. OOFFIN, Jr., of the city of Boston,Suffolk county,

,A State of Massachusetts, have invented certain Improvements inWindlasses and Capstans, of which the following is a specification:

This invention relates to improvements upon former inventions in thesame class of machinery made and patented by me.

Figure 1 is a sectional elevation. Fig. 2 is a sectional elevation. Fig.3 is a sectional elevation. Fig. 4, an elevation and sectional plan;Fig. 5, a sectional elevation; Fig. 6, a sectional elevation; Fig. 7,two views; Fig. 8, a sectional elevation 5 Fig. 9, an elevation andsectional plan; Fig. 10, a plan and elevation (seetional5) Fig. 11, asectional elevation; Fig. 12, a sectional elevation; Fig. 13, asectional elevation, illustrating the construction and details of theimproved Windlass and capstan, and their combined construction aud usefor forecastle-deck vessels, or cases of double deck,77 and particularlywhere the application of both hand and steam as well as other power,independent warping, independent and elastic riding, paying out, andheaving in facilities, are all required. Fig. 14 is aperspective view,showing the windlass constructed without independent ends or steamgear,and without clutch t, of Fig. 1. Fig. 15 is a sectional elevation, andFig. 16, as also the lower part, of Fig. 3, a like elevation of the0011I1Gcting parts of a flush-deck, or singledeck 7 capstan-windlass.Fig. 17 is a sectional Elevation. Fig. 18 is a sectional elevation.Flg-` 19 is a sectional elevation, of modified details. Fig. 20 is asectional elevation of a `capstan for separate use, with gears in thetop.

wheels to either of the chain-wheels g, or both, 0r to the heavinggearf, or to all. The 1ock ing-bolts h for this purpose are illustrated inFig. 7, andare shown also in Figs. 1, 2, and 14, 17, and 8, and are soplaced in Inortices or chambers in the friction-wheels as to be freefrom contact with thel gear or chain wheels g, or may be thrust into thelock"- notches of either, at pleasure, moving in a line parallel to theaxis of the windlass. These bolts are partially' exposed at both ends,for access to push them, by the local openings shown in Fig. 17, or thecontinuous or annular one shown in Fig. 8, and are prevented fromaccidental displacement by a frictiony bearer, shown in' Fig. 7,consisting of a spring and bearing-plate arranged to press constantlyagainst one or more sides of their chamber in the friction-wheel. InFig. 1, one of these lock-bolts l1l is represented as engaged with thechain-wheel g and the other with gear f. These boltsare protected fromremoval by a stop at each end against the gear and against thechain-wheel or other barrel.

I-n Figs. 2, 8, and 14 is shown a pawl orl dependent upon the pawl-bitofSamsom post as are other "windlass riding-pawls,V

lt does not act upon the windlass as a whole like other riding-pawls,but separately and in-` p dependently upon f its own chain-wheel, andthat alone, leaving the windlass free. The elastic cushion 15? isappropriated to its own wheelpawl and cable. The rider has its head ywhich rests upon the cheeks 2()` of the chain-wheel made thick, so as tocarry the bearing upon the chain-lugs 2l out a good distance from thecenter of the chain-Wheel to gain a better purchase in resisting therota tion of the chain-wheel caused by the strain of the cable.

In Figs. 5 and 6 are illustrated the improved end barrels, madeindependently, `acting as follows: The same grooves, shown at e, Figs.

rel j is provided to act upon suitable ratchetteeth or lugs 23 on thebarrel, so that whenthe clutch i is disengaged, as shown in Fig. 6, bybeing moved outward to a stop, 24, the shaft b thereby becomes free fromthe barrel j, and may be turned freely for operating other barrels,Smc., While the end barrel j will be prevented by the pawl 22 fromturning back, and so will hold any strain it may have on of the line inuse upon it. When the clutch i is thrust into engagement again with thebarrel j it is ready to heave a further strain. Theseindependently-acting ends become exceedingly useful on steamer-s whereseveral lines in various directions are used all at once, each beinghove upon and holding strain alternately. One line may be worked on eachend and one also on the power-capstan, though that on the capsfan wouldnot hold its strain while heaving with the ends, but would heavetogether with them. A friction-bearer, 25, is placed in the clutch i tobear on shaft b similar to that (25) in the locking-bolt of Fig. 7 toprevent the too free displacement of it.

Figs. 11 and 12 illustrate the use of the two friction-straps upon thetwo jointly-acting friction-wheels a. The lever-sockets 26 are operatedwith the same bars used in the capstan. That shown in Fig. 11 is pressedentirely down, or down to a self-holdin g position, and the attachedfriction-strap l is so adjusted by means of the turn-buckle 27, shown inFig. 2, thatin this position the strap receives the proper tensionaround the friction-Wheel in ordinary cases to prevent its rotation andthat of any barrels locked to it. This lever-socket and friction is usedfor light riding and letting go a small anchor. The other lever-socket,Fig. 12, is differently used, as a reserve when the first is notsufficient, and consequently should have its strap adjusted by theturn-buckle 27, so that it cannot be forced to the stationary or vself-holding position, but so as to stand, as in the drawing, ready forfurther action as a reserve. These lever-sockets for applying thefriction may be used without the rollers 28 if preferred.

Fig. 18 shows the rolling fulcrum 28 journaled to the lever-socket,which, in some cases, may be found more convenient of application; andFig. 19 shows the arrangement of the friction-strap and lever-socketwhen required for a Hush-deck windlass.

Fig.10 illustrates an appurtenance to this windlass that serves aschain-supporter and .chain-pipe cover, automatic in its action, be-

ing always ready for letting go anchor; the

when closed together upon the chain-pipeand embracing a link of thechain it sets firmly, supporting the chain in position always ready tolet go anchor, while effectually acting as cover to the pipe.

Similar clutch-grooves to those described in the Windlassshaft b for thefriction-wheels and their cast-in lugs are formed in the'capstan-shaft sat its uppershoulder, to embrace corresponding lugs formed in process ofcasting in the capstan-barrel, which may be either a geared or simplecapstan-barrel, and also at its lower end to embrace similar cast-inlugs in clutch t, as in Figs. 1 and 2, or gear u, as in Figs. 3 and 14.The steam-gear c, Fig. 3, is not connected in this manner, but is keyedin the ordinary or customary manner.

Fig. 4 illustrates the center bearing for windlass-shaft andcapstan-shaft s. The cap 29 is secured and the shaft s held down by itsneck by means of gibs or keys, as see drawing, Figs. 4, 1, and 3.

Fig. 3 shows the lower gear 2 of the windlass, connected by its shaft 30and a train of spurfgears to the capstan-shaft 3, soV that both may beoperated in combination upon a ilush deck or single deck, the lock-holts4 automatically disconnecting when operating in one direction, andengaging when operated in the prevent its return in the oppositedirection.'

A lifter, 8, with inclines, is provided'to lift them and prevent theirautomatic action at pleasure. The gear a is provided with ratchet ordetaining lugs, at 7, for these pawl-bolts to act on.

Fig. 3 shows, beneath the capstan 9 and above the windlass-shaft by, agear, '0, before referred to, keyed to shaft, s, also a gear, 10,playing into it, for the purpose of actuating the shaft s by means ofsteam or other power. The gear 10 is provided with lugs cast in, playingin grooves in shaft 12 similar to those described in shaft b, so thatthe gear 10 may be slipped out of gear with gear c. It is held in gearby means of the hinged clasp 13. To throw it out the clasp 13 is lifted,and to hold it out of gear the clasp is dropped with its notch embracingthe flange 14. Y

Fig. 13 illustrates the application of elasticity to the friction-strapconnections, two

views being given, showing springs z applied to both the stationary andthe movable ends or connections 5 their location maybe varied.

`There is no tendency with the lock-bolts applied `in this way to liftthe head m, as is the case when pawls are used, while the constructionis made simpler and better.

The gears here shown, viz., 13, 14, and 15, are a new feature both inconstruction and consequent arrangement, and are much superior to thecustomary vertical axis and parallelsided gears, as all are flanged andput together without difficulty, while' larger and stronger gears areeasily inclosed in the limited space afforded in the topof the capstan.It will be apparent that to insure a proper action of the gears 13, 14,and 15, it is essential that the loose gear-carrier m shall have nolifting tendency when engaged by the locking devices to the spindle.Hence the application of the sliding lock-bolts to the gear-carrier m isof especial importance in connection with the gearing here shown.

`The locking-bolts p are arranged and have their socket constructed iuan upwardly-converging position relatively to the axis of the capstan;this secures a better action and freerl one of the inclined lifters q inlifting them, while it also allows them to occupy less space in thehead, which is consequently covered with a smaller and stronger cap.

Fig. 21 embraces twQ views illustrating the clutching of the shaft 15 tothe head' of the capstan. The shaft 15 represents a connection to anysteam or other power driven machinery for operating the capstan, andthrough it the windlass in aid of or independently of the hand-bars.

When I construct the windlass with clutch t, as in Figs. 1 and 2, thecapstan is turned with the sun to heave in, and in the oppositedirection is always free to be used independently of the windlass. Toreverse the motion of the Windlass the gear 16, Fig. 1, is locked to thefriction-wheel and the gear f released; and to lower away by the barsthe pawl-bolts 5 are lifted.

In letting go anchor the chain-wheel remains locked to thefriction-wheel while the friction is applied and the gear f disengagedfrom the friction-wheel, the other gear, 16, being at all timesdisengaged from the frictionwheel except it is required to reverse theheaving motion of the windlass.

`When I construct the windlass as in Fig.

l 14, the shaft s being locked directly inthe gearu, the capstan isturned with the sun to heave in and in the opposite direction to reversethe movement of the windlass, and there is no occasioneyer tofconnectthe gear 16 witlits adjacent gfrictionfwheel directly,jbut the otherVgear-only isengaged by a lock-bolt` both to heave in or reverse them'otion of the windlass, and is disengaged afterfputting on` thefrictionfor lettingv go the'anchonf The steam-gear@ 1,0, Fig.`3wnenapplied to the windlass constructed with clutch t, asin Figs. 1'and '2, 'is Yused to drive thewindlassbyrunning theengine in one vdirection,but on reversing the engine the capstan alone is driven withno other chan ge.

When applied to the windlass as constructed in Fig. 14, the lock-bolthis disengaged from the gear f when the capstanalone is to be driven,and both the capstan` and windlass are driven in one or the otherdirection by revers ing the engines motion, or the mens travel whenhand-bars are used.

The steam-gears lv 10, Fig. 3, may be driven through a chain-beltactuating chain-wheel 11 from the hoisting-engine, or otherwise.

I claim- 1. In a windlass, the combination, with a n single shaft, oftwo or more fast frictionwheels, a corresponding number of correlativeloose chain-wheels, and suitable means for locking thechain-wheelsseverally to their respective friction-wheels or to theshaft, substantially as and for the purposes specified.

2. The combination of the fast frictionwheel a, loose heaving-gear f,loose chainwheel g, and lock-bolts h, or their equivalents, operatingsubstantially in the manner and for the purpose specified.

3. The heaving-gear, friction-wheel, and chain-wheel, as arranged withrelation to one another, when the flanges of the gear-wheel and thechain-wheel are constructed as described so as to form local openings orannular openings for a partial exposure of the lock-bolts h in thefriction-wheel upon both sides thereof, substantially as and for thepurpose specified.

4. In a windlass, the combination of two or friction-strap l, and springz, substantially as capstanbarrel, all substantially as'shown in Fig. 9,and for the purpose specified.

9. The spindle, barrel, and head of the* capstan, in combination withthe inclined and l inverted taper-gears 13 14 15, gear-carrier m, andlock-bolts 1o and n, or their equivalents, all arranged and operatingsubstantially as and for the purpose specie 10. The inclined andinverted taper-gears 13 14 15, and gear-carrier 1yr/,1in combinationwith the sliding lock-bol ts n, substantially as and for the purposespecified.

' 11. The centerbearing constructed substantially as shown anddescribed, whereby it is made to support the main shaft b, and at thesame time hold thepend of the capstanshaft in position, and prevent itfrom being carried upward by the action of the wheels into which itsgear-wheel meshes.

DAVID N. B. coFFIN, JR.

Witnesses:

FRANKLIN WooDsIDE, D. WEBSTER BULLARD.

